Energy-consumption detection of vehicles in an off state

ABSTRACT

Method and apparatus are disclosed for energy-consumption detection of vehicles in an off state. An example vehicle includes a controller area network (CAN) including CAN buses, a gateway module, and electronic control units (ECUs) that are each connected to one of the CAN buses. Upon activating while the vehicle is in an off state, a first of the ECUs sends a message via a corresponding one of the CAN buses to activate the gateway module. The message includes activation data and the gateway module stores the activation data.

TECHNICAL FIELD

The present disclosure generally relates to vehicles and, morespecifically, to energy-consumption detection of vehicles in an offstate.

BACKGROUND

Modern vehicles may include many electronic control units related tovarious vehicle functions (e.g., movement, power control, lighting,passenger comfort, etc.). These electronic control units oftentimes arecommunicatively coupled together via a communication bus to enable theelectronic control units to issue commands, request information, and/orotherwise access data or information gathered from each other. In someinstances, the communication bus is a controller area network (CAN) thatprovides for a multi-master data communication system.

SUMMARY

The appended claims define this application. The present disclosuresummarizes aspects of the embodiments and should not be used to limitthe claims. Other implementations are contemplated in accordance withthe techniques described herein, as will be apparent to one havingordinary skill in the art upon examination of the following drawings anddetailed description, and these implementations are intended to bewithin the scope of this application.

Example embodiments are shown for energy-consumption detection ofvehicles in an off state. An example disclosed vehicle includes acontroller area network (CAN) including CAN buses, a gateway module, andelectronic control units (ECUs) that are each connected to one of theCAN buses. Upon activating while the vehicle is in an off state, a firstof the ECUs sends a message via a corresponding one of the CAN buses toactivate the gateway module. The message includes activation data andthe gateway module stores the activation data.

In some examples, the activation data identifies a cause of the first ofthe ECUs being active while the vehicle is in the off state. In someexamples, the activation data stored by the gateway module includes amodule ID, an event ID, an event time, and an event cause. In some suchexamples, the event time includes a timestamp. In some such examples,the event time includes a cadence identifier.

In some examples, the gateway module is in a system sleep mode when thevehicle is in the off state and each of the ECUs connected to the CAN isin a respective ECU sleep mode. In some such examples, the gatewaymodule wakes up from the system sleep mode into a system active mode inresponse to one of the ECUs connected to the first of CAN busesactivating. In some such examples, a first of the CAN buses becomesinactive when the vehicle is in the off state and each of the ECUsconnected to the first of the CAN buses has been in the respective ECUsleep mode for at least a predetermined period of time. Some suchexamples further include an ignition switch and a remote start system.In such examples, the vehicle is in the off state when the ignitionswitch is not in an on position or a start position and the remote startsystem is inactive. Further, some such examples further include anignition control unit that detects a position of the ignition switch.

Some examples include a battery. In such examples, the ECUs include abody control module (BCM) configured to collect energy consumptionmeasurements of the battery when the vehicle is in the off state. Insuch examples, the gateway module stores the energy consumptionmeasurements. Some such examples further include a battery managementsystem connected to the BCM. In such examples, the battery managementsystem includes a battery sensor that is configured to measure theenergy consumption measurements of the battery. Further, in some suchexamples, the gateway module collects the energy consumptionmeasurements of the battery via the BCM and one of the CAN buses towhich the BCM is connected when the corresponding one of the CAN busesis active. Further, some such examples further include a local areanetwork (LIN) that connects the BCM to the gateway module. In suchexamples, the gateway module is configured to collect the energyconsumption measurements of the battery via the BCM and the LIN when theone of the CAN buses connected to the BCM is active or inactive. In somesuch examples, the gateway module correlates the activation data and theenergy consumption measurements to facilitate identification of at leastone of the ECUs that is consuming a most amount of the battery when thevehicle is in the off state. In some such examples, the gateway moduleis configured to send the activation data and the energy consumptionmeasurements to a remote server via a communication module when thevehicle is in an on state. In some such examples, the gateway module isconfigured to determine, based on the activation data and the energyconsumption measurements, which of the ECUs is consuming a most amountof the battery when the vehicle is in the off state. Further, in somesuch examples, in response to determining that at least one of the ECUsis draining the battery, the gateway module presents an alert to a uservia an interface module when the vehicle is in an on state.

In some examples, each of the ECUs is configured to store thecorresponding activation data when the vehicle is in the off state andsend the corresponding activation data when the vehicle is in an onstate.

An example disclosed method for a vehicle including electronic controlunits (ECUs) and controller area network (CAN) buses includes sending,via the ECUs, messages to a gateway module when the ECUs are active andthe vehicle is in an off state. The messages include activation data.The example disclosed method also includes activating the CAN busesconnected to the ECUs responsive to the ECUs activating and storing theactivation data via the gateway module to monitor activity of the CANbuses.

BRIEF DESCRIPTION OF THE DRAWINGS

For a better understanding of the invention, reference may be made toembodiments shown in the following drawings. The components in thedrawings are not necessarily to scale and related elements may beomitted, or in some instances proportions may have been exaggerated, soas to emphasize and clearly illustrate the novel features describedherein. In addition, system components can be variously arranged, asknown in the art. Further, in the drawings, like reference numeralsdesignate corresponding parts throughout the several views.

FIG. 1 is a block diagram of electronic components of an example vehiclein accordance with the teachings herein.

FIG. 2 depicts activation data collected and stored by an electroniccontrol unit when the vehicle of FIG. 1 is in an off state.

FIG. 3 depicts other activation data collected and stored by anelectronic control unit when the vehicle of FIG. 1 is in an off state.

FIG. 4 depicts activation and energy-consumption data collected andstored by a gateway module.

FIG. 5 depicts other activation and energy-consumption data collectedand stored by a gateway module.

FIG. 6 is a flowchart for collecting activation and energy-consumptiondata when a vehicle is in an off state in accordance with the teachingsherein.

DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS

While the invention may be embodied in various forms, there are shown inthe drawings, and will hereinafter be described, some exemplary andnon-limiting embodiments, with the understanding that the presentdisclosure is to be considered an exemplification of the invention andis not intended to limit the invention to the specific embodimentsillustrated.

Modern vehicles may include many electronic control units related tovarious vehicle functions (e.g., movement, power control, lighting,passenger comfort, etc.). These electronic control units oftentimes arecommunicatively coupled together via a communication bus to enable theelectronic control units to issue commands, request information, and/orotherwise access data or information gathered from each other. In someinstances, the communication bus is a controller area network (CAN) thatprovides for a multi-master data communication system.

In some instances, an electronic control unit may activate when avehicle is in a key-off state (e.g., when an ignition switch is in anoff position). The electronic control unit may draw energy from astarter battery of the vehicle. In some such instances, the electroniccontrol unit potentially may drain the starter battery such that thestarter batter is unable to start an engine when the vehicle attempts totransition to a key-on state. Oftentimes, a vehicle does not monitoractivities of its various systems while in a key-off state, therebypotentially making it difficult to identify a source of battery drainwhile the vehicle is in a key-off state.

Example methods and apparatus disclosed herein detect a source ofdischarging a battery while a vehicle is in an off state by monitoringelectronic control unit activity and battery usage while the vehicle isin an off state. Examples disclosed herein include a system that, whenthe vehicle is an on state, instructs electronic control units of thevehicle to collect activation data when the vehicle is in the off state.When the vehicle is in the off state, (1) electronic control unitscollect time-stamped and/or cadence-identified energy activation dataand (2) a body control module collects energy consumption measurements(e.g., in Amp-Hours, as a state-of-charge) of the battery that aresubsequently time-stamped and/or cadence-identified. A gateway modulecollects the energy consumption measurements and the activity data todetect a source of battery drainage while the vehicle is in the offstate.

Turning to the figures, FIG. 1 illustrates an example vehicle 100 inaccordance with the teachings herein. The vehicle 100 may be a standardgasoline powered vehicle, a hybrid vehicle, an electric vehicle, a fuelcell vehicle, and/or any other mobility implement type of vehicle. Thevehicle 100 includes parts related to mobility, such as a powertrainwith an engine, a transmission, a suspension, a driveshaft, and/orwheels, etc. The vehicle 100 may be non-autonomous, semi-autonomous(e.g., some routine motive functions controlled by the vehicle 100), orautonomous (e.g., motive functions are controlled by the vehicle 100without direct driver input).

In the illustrated example, the vehicle 100 includes electricalcomponents 102 that enable the vehicle 100 to operate. As illustrated inFIG. 1, the electrical components 102 include a controller area network(CAN) 104. As used herein, a CAN refers to a multi-master vehicle datacommunication system that incorporates a message-based protocol toenable electronic control units of a vehicle to communicate with eachother. The CAN 104 of the illustrated example includes a plurality ofCAN buses. Each of the CAN buses and, more generally, the CAN 104 areimplemented in accordance with a controller area network (CAN) busprotocol, for example, as defined by International StandardsOrganization (ISO) 11898-1, a Media Oriented Systems Transport (MOST)bus protocol, a CAN flexible data (CAN-FD) bus protocol (ISO 11898-7)and/a K-line bus protocol (ISO 9141 and ISO 14230-1), and/or anEthernet™ bus protocol IEEE 802.3 (2002 onwards), etc.

The CAN 104 of the illustrated example includes a CAN bus 106 (alsoreferred to as a first CAN bus and a first bus), a CAN bus 108 (alsoreferred to as a second CAN bus and a second bus), a CAN bus 110 (alsoreferred to as a third CAN bus and a third bus), and a CAN bus 112 (alsoreferred to as a fourth CAN bus and a fourth bus). In some examples, oneor more of the CAN buses is a high-speed bus and/or one or more of theCAN buses is a mid-speed bus. For example, the CAN bus 106 is a firsthigh-speed bus (also referred to as a first high-speed CAN bus), the CANbus 108 is a second high-speed bus (also referred to as a secondhigh-speed CAN bus), the CAN bus 110 is a mid-speed bus (also referredto as a mid-speed CAN bus), and the CAN bus 112 is a third high-speedbus (also referred to as a third high-speed CAN bus). High-speed busesare configured to transfer at rates greater than mid-speed buses. Forexample, high-speed buses have transfer rates of up to 1 megabit persecond (1 Mbit/sec).

In the illustrated example, each of the CAN buses 106, 108, 110, 112 ofthe CAN 104 are connected to a gateway module 114. For example, thegateway module 114 is configured to function as an information bridgebetween the electrical components 102 (e.g., electronic control units,sensors, etc.), data buses (e.g., the CAN buses 106, 108, 110, 112),and/or other communication network(s) of the vehicle 100. Further, asdisclosed in detail below, the gateway module 114 is configured tofunction as a central diagnostic interface for the vehicle 100. Forexample, the gateway module 114 collects and stores diagnosticsinformation of the vehicle 100 and is communicatively connected to anon-board diagnostics (OBD) port of the vehicle 100 to facilitate atechnician in retrieving the diagnostics information.

Further in the illustrated example, electronic control units (ECUs) areconnected to the CAN buses 106, 108, 110, 112. That is, each of the ECUsis connected to one of the CAN buses 106, 108, 110, 112 of the CAN 104.ECUs are configured to monitor and control the subsystems of the vehicle100. For example, the ECUs are discrete sets of electronics that includetheir own circuit(s) (e.g., integrated circuits, microprocessors,memory, storage, etc.) and firmware, sensors, actuators, and/or mountinghardware. In the illustrated example, the ECUs are configured tocommunicate and exchange information via the CAN 104. For example, theECUs may communicate properties (e.g., status of the ECUs, sensorreadings, control state, error and diagnostic codes, etc.) to and/orreceive requests from each other. In some examples, the vehicle 100 hasdozens of the ECUs that are positioned in various locations around thevehicle 100 and are communicatively coupled by the CAN 104.

The ECUs of the vehicle 100 in the illustrated example include a bodycontrol module (BCM) 116, a power control module (PCM) 118, an accessoryprotocol interface module (APIM) 120, a transmission control module(TCM) 122, a communication module 124, a system center configurationmanager (SCCM) 126, a steering angle sensor module (SASM) 128, a frontcontrol interface module (FCIM) 130, a driver's seat module (DSM) 132,an instrument panel cluster (IPC) 134, and an active control mount (ACM)136. For example, the body control module 116, the power control module118, the accessory protocol interface module 120, the transmissioncontrol module 122, and the communication module 124 are connected tothe CAN bus 106. The system center configuration manager 126 and thesteering angle sensor module 128 are connected to the CAN bus 108. Thefront control interface module (FCIM) 130 and the driver's seat module(DSM) 132 are connected to the CAN bus 110. Further, the instrumentpanel cluster 134 and the active control mount 136 are connected to theCAN bus 112. In other examples, the vehicle 100 may include more, less,and/or different ECUs. Further, each of the ECUs may be connected todifferent CAN buses of the CAN 104.

The body control module 116 controls one or more subsystems throughoutthe vehicle 100. For example, the body control module 116 includescircuits that drive one or more of relays (e.g., to control wiper fluid,etc.), brushed direct current (DC) motors (e.g., to control wipers,etc.), stepper motors, LEDs, etc. The body control module 116 of theillustrated example is communicatively connected to other ECUs tocontrol corresponding subsystems of the vehicle 100. For example, thebody control module 116 is communicatively connected to a batterymanagement system (BMS) 138, an ignition control unit (ICU) 140, and oneor more door control units (DCUs) 142. In the illustrated example, eachof the battery management system 138, the ignition control unit 140, andthe door control unit 142 is communicatively connected to the bodycontrol module 116 via a respective local area network (LIN) 144. Asused herein, a LIN refers to a single-master vehicle data communicationsystem that incorporates that enable electrical devices of a vehicle tocommunicate with each other. Further, as illustrated in FIG. 1, the bodycontrol module 116 is connected to the gateway module 114 via anotherlocal area network (LIN) 146. In other examples, the battery managementsystem 138 is connected directly to the gateway module 114 via the LIN146 and/or another LIN.

In the illustrated example, the battery management system 138 connectedto the body control module 116 includes a battery sensor that isconfigured to collect energy consumption measurements of a battery 148of the vehicle 100 (e.g., in Amp-Hours, as a state-of-charge). That is,the body control module 116 is configured to collect energy consumptionmeasurements of the battery 148 via the battery management system 138.The battery 148 is, for example, a starter battery that provides energyto activate an engine and/or the electrical components 102 of thevehicle 100.

The ignition control unit 140 includes and/or is communicativelyconnected to an ignition switch sensor 150 that monitors a position (akey-on position, a key-off position, a start position, an accessoryposition) of an ignition switch of the vehicle 100. That is, theignition control unit 140 detects the position of the ignition switchvia the ignition switch sensor 150, and the body control module 116detects the position of the ignition switch via the ignition controlunit 140.

Further, the door control unit 142 controls one or more subsystems ofdoors of the vehicle 100, such as power windows, power locks, powermirrors, etc. For example, the door control unit 142 includes circuitsthat drive one or more of relays, brushed direct current (DC) motors,stepper motors, LEDs, etc. In the illustrated example, the door controlunit 142 is communicatively coupled to a keypad 152 and a proximitysensor 154. The keypad 152 includes buttons for receiving a code from auser. For example, the buttons (e.g., numeric buttons, alphabeticbuttons, alphanumeric buttons) for receiving a code from a user, forexample, to unlock the doors, open the doors, start the engine, etc. Theproximity sensor 154 (e.g., a radar sensor, a lidar sensor, anultrasonic sensor, a capacitive sensor) is configured to detect apresence of a user to enable a hands-free system (e.g., a hands-freeliftgate system) to open door(s) an/or a liftgate of the vehicle 100when the user is near the vehicle 100. The door control unit 142 iscommunicatively coupled to the keypad 152 and the proximity sensor 154such that the door control unit 142 is configured to collect a codeentered via the keypad 152 and detect when a user is near the proximitysensor 154. Further, the body control module 116 is communicativelycoupled to the door control unit 142 such that the body control module116 is configured to collect a code entered via the keypad 152 anddetect when a user is near the proximity sensor 154.

In the illustrated example, the power control module 118 is an ECU thatis configured to convert power and/or adjust an electrical voltageassociated with the power. The accessory protocol interface module 120is an ECU that is configured to control operation of an infotainmentsystem of the vehicle 100. For example, the accessory protocol interfacemodule 120 controls operation of a center console display (e.g., aliquid crystal display (LCD), an organic light emitting diode (OLED)display, a flat panel display, a solid state display, etc.). Theaccessory protocol interface module 120 includes hardware (e.g., aprocessor or controller, memory, storage, etc.) and software (e.g., anoperating system, etc.) for an infotainment system (e.g., SYNC® and/orMyFord Touch® by Ford®) Further, the transmission control module 122 isan ECU that is configured to control operation of a transmission of thevehicle 100.

The communication module 124 includes wired or wireless networkinterfaces to enable communication with external networks. Thecommunication module 124 also includes hardware (e.g., processors,memory, storage, antenna, etc.) and software to control the wired orwireless network interfaces. In the illustrated example, thecommunication module 124 includes one or more communication controllersfor cellular networks (e.g., Global System for Mobile Communications(GSM), Universal Mobile Telecommunications System (UMTS), Long TermEvolution (LTE), Code Division Multiple Access (CDMA)), Near FieldCommunication (NFC) and/or other standards-based networks (e.g., WiMAX(IEEE 802.16m), local area wireless network (including IEEE 802.11a/b/g/n/ac or others), Wireless Gigabit (IEEE 802.11ad), etc.). In someexamples, the communication module 124 includes a wired or wirelessinterface (e.g., an auxiliary port, a Universal Serial Bus (USB) port, aBluetooth® wireless node, etc.) to communicatively couple with a mobiledevice (e.g., a smart phone, a wearable, a smart watch, a tablet, a keyfob, etc.). In such examples, the vehicle 100 may communicate with theexternal network via the coupled mobile device. The external network(s)may be a public network, such as the Internet; a private network, suchas an intranet; or combinations thereof, and may utilize a variety ofnetworking protocols now available or later developed including, but notlimited to, TCP/IP-based networking protocols.

Further, in the illustrated example, the system center configurationmanager 126 is an ECU configured to manage security of the electricalcomponents 102 of the vehicle 100. The steering angle sensor module 128is an ECU configured to monitor a position angle and a rate-of-turn of asteering wheel of the vehicle 100. The front control interface module130 is an ECU configured to control operation of a front interface ofthe vehicle. The driver's seat module 132 is an ECU configured tocontrol operation of one or more subsystems of a driver's seat of thevehicle. The instrument panel cluster 134 is an ECU configured tocontrol operation of input device(s) and/or output device(s) of aninstrument panel of the vehicle 100 to receive input from and/or todisplay information to the user. Input devices include, for example, acontrol knob, an instrument panel, a digital camera for image captureand/or visual command recognition, a touch screen, an audio input device(e.g., cabin microphone), buttons, or a touchpad. Output devices mayinclude dials, lighting devices, etc. The active control mount 136 is anECU configured to absorb vibration vehicle vibrations by dampeningharmonics caused by the engine of the vehicle 100.

In operation, ECU activity and energy consumption of the battery aremonitored while the vehicle 100 is in an off state (also referred to asa key-off state) to detect whether and which of the ECUs are drainingthe battery of the vehicle 100 when the vehicle 100 is in the off state(i.e., which of the ECUs is consuming a most amount of energy of thebattery). For example, the vehicle 100 is in an off state when (1) theignition switch sensor 150 detects that the ignition switch is not in anon position or a start position (e.g., the ignition switch is not in anoff position or an accessory position) and (2) a remote start system ofthe vehicle 100 is inactive. A remote start system refers to a system ofa vehicle that activates ignition of an engine of the vehicle uponreceiving a start signal from a mobile device at a remote location(e.g., from within a house, a driveway, a parking lot, an officebuilding, etc.).

In response to an ECU activating when the vehicle 100 is an off state,the ECU collects activation data that identifies a cause of the ECUactivating while the vehicle is in the off state. In the illustratedexample, the ECU includes the activation data in a network management(NM) message. Additionally or alternatively, the ECU is configured toinclude the activation data in any other type of message. The ECU sendsthe message to the gateway module 114 via a corresponding one of the CANbuses 106, 108, 110, 112 to active the gateway module 114 into a systemactive mode. For example, if the accessory protocol interface module 120activates while the vehicle 100 is in an off state, the accessoryprotocol interface module 120 sends a network management message to thegateway module 114 via the CAN bus 106. Similarly, if the system centerconfiguration manager 126 activates while the vehicle 100 is in an offstate, the system center configuration manager 126 sends a networkmanagement message to the gateway module 114 via the CAN bus 108. Uponreceiving a network management message when the vehicle 100 is in theoff state, the gateway module 114 stores the corresponding activationdata for subsequent analysis. Additionally or alternatively, an ECUstores the corresponding activation data while the vehicle is in the offstate. In such examples, the ECU sends the activation data to thegateway module 114 after the vehicle subsequently transitions to an onstate.

In the illustrated example, the gateway module 114 is configured to bein a system sleep mode when (1) the vehicle 100 is in the off state and(2) each of the ECUs connected to the CAN 104 has been in in arespective ECU sleep mode for a predetermined period of time. Forexample, an ECU transitions to its sleep mode when the ECU has beeninactive for a predefined period of time and transitions to its activemode upon performing an activity. Further, a CAN bus (e.g., the CAN bus106, the CAN bus 108, the CAN bus 110, the CAN bus 112) becomes inactivewhen the vehicle 100 is in the off state and each of the ECUs connectedto the CAN bus has been in its respective ECU sleep mode for at least apredetermined period of time. A CAN bus becomes active when one of thecorresponding ECUs sends a message (e.g., a network management message)along the CAN bus. For example, the CAN bus 108 becomes inactive when(1) the vehicle 100 is in the off state and (2) the system centerconfiguration manager 126 and the steering angle sensor module 128 havebeen in a sleep mode for a predetermined period of time. The CAN bus 108becomes active when the system center configuration manager 126 and/orthe steering angle sensor module 128 sends a network management messageto the gateway module 114 via the CAN bus 108.

When the vehicle 100 is in the off state, the gateway module 114 of theillustrated example is configured to collect and store an energyconsumption measurement of the battery 148 from the battery managementsystem 138 and/or the body control module 116 upon receiving a networkmanagement message from an ECU. When the CAN bus 106 to which the bodycontrol module 116 is connected is active, the gateway module 114 isconfigured to collect the energy consumption measurements of the battery148 via the body control module 116 and the CAN bus 106. When the CANbus 106 to which the body control module 116 is connected is inactiveand/or active, the gateway module 114 is configured to collect theenergy consumption measurements of the battery 148 via the body controlmodule 116 and the LIN 146. The activation data and theenergy-consumption data are timestamped and/or synchronized via acadence identifier to enable the energy consumption measurements to becorrelated with activity events that consumed the most energy from thebattery 148 to facilitate identification of a drain source of thebattery 148 (e.g., one or more of the ECUs) when the vehicle is in anoff state. For example, the gateway module 114 is configured tocorrelate the activation data and the energy-consumption data based ontimestamps and/or cadence identifiers to facilitate identification ofone or more of the ECUs that are draining the battery to a dischargedstate when the vehicle 100 is in the off state.

Additionally or alternatively, the gateway module 114 is configured todetermine is configured to collect and store an energy consumptionmeasurement of the battery 148 from the battery management system 138and/or the body control module 116 upon determining that the CAN 104 isactive. In such examples, the gateway module 114 is configured toidentify when the CAN 104 is active without receiving activation datafrom one of the ECUs. For example, when the CAN bus 106 to which thebody control module 116 is connected is active, the gateway module 114is configured to collect the energy consumption measurements of thebattery 148 via the body control module 116 and the CAN bus 106. Whenthe CAN bus 106 to which the body control module 116 is connected isinactive and/or active, the gateway module 114 is configured to collectthe energy consumption measurements of the battery 148 via the bodycontrol module 116 and the LIN 146. The energy-consumption data istimestamped and/or synchronized with a cadence identifier to facilitateidentification of when the battery 148 (e.g., one or more of the ECUs)is being drained of energy when the vehicle is in an off state.

Further, in some examples, the gateway module 114 is configured to sendthe activation data and the energy-consumption data to a remote servervia the communication module 124 to facilitate a technician indiagnosing activity of the vehicle 100 from a remote location. Forexample, the gateway module 114 is configured to send the activationdata and the energy-consumption data to a remote server via thecommunication module 124 after the vehicle 100 has transition to the onstate to conserve energy consumption while the vehicle 100 is in the offstate. Further, in some examples, the gateway module 114 is configuredto (1) wake up the vehicle 100 into the on state and (2) send theactivation data and the energy-consumption data to a remote server viathe communication module 124 in response to detecting that the measuredenergy consumption exceeds a threshold (e.g., 20% of battery power ofthe battery 148) during a predefined period of time (e.g., 2 hours).Additionally or alternatively, the gateway module 114 is configured todetermine, based on the activation data and the energy-consumption data,which, if any, of the ECUs is draining the battery 148 to a dischargedstate when the vehicle 100 is in the off state. For example, in responseto determining that one or more of the ECUs is draining the battery 148to a discharged state, the gateway module 114 presents an alert to auser via an interface module (e.g., the accessory protocol interfacemodule 120, the front control interface module 130, the instrument panelcluster 134) when the vehicle is in the on state.

FIG. 2 depicts activation data 200 in the form of tally data collectedand stored by a corresponding ECU when the vehicle 100 is in an offstate. The tally data is collected to prevent recording data collectedthat corresponds with short durations during which the vehicle is in theoff state (e.g., while refueling the vehicle, during a quick errand,etc.). For example, if the time period during which the tally data doesnot exceed a threshold duration (e.g., 30 minutes, 1 hour, 5 hours,etc.) that set of tally data is discarded from subsequently analysis ofenergy consumption. In the illustrated example, the activation data 200is arranged in a table in which each row corresponds with a point intime at which the vehicle is in an off state. Further, each columncorresponds with a type of activation data that is collected for thatpoint in time. For example, a first column identifies a time at which anenergy management system of the vehicle 100 is enabled. That is, thefirst column identifies when the vehicle 100 is set in an off state. Thesecond column identifies a CAN wake count, the third column identifies alocal CAN wake count (e.g., when a local CAN wakes itself and wakes upthe CAN network), the fourth column identifies a CAN sleep count, thefifth column identifies a CAN active timer (e.g., when an ECU is CANactive), the sixth column identifies an active timer for the networkmanagement system (e.g., when an ECU is transmitting an NM message), andthe seventh column identifies a CPU-UP and CAN sleep timer. The eighthcolumn identifies a time that the energy management system is disabled.That is, the eighth column identifies a time in which the vehicle 100transitions to an on state. Further, the ninth column identifies acadence at which the energy management system is enabled.

FIG. 3 depicts other activation data 300 in the form of log data that iscollected and stored by a corresponding ECU when the vehicle 100 is inan off state. In the illustrated example, the activation data 300 isarranged in a table in which each row corresponds with an event thatactivates an ECU and/or keeps an ECU active while the vehicle is in anoff state. Further, each column corresponds with a type of activationdata that is collected for each event. For example, a first columnidentifies an event ID (e.g., a “network sleep” event, a “wake” event, a“wake confirmed” event for which an ECU self-identified with highconfidence that it woke the network, etc.), a second column identifies atime corresponding with the event (e.g., a timestamp), a third columnidentifies a cadence (e.g., a cadence identifier) corresponding with theevent, and a fourth column identifies a cause of the event occurring(e.g., the keypad 152 receiving a code, the proximity sensor 154detecting a user for a hands-free system, etc.).

FIG. 4 depicts data 400 including activation data of ECU(s) in the formof tally data that is collected and stored by the gateway module 114.The tally data is collected to prevent recording data collected thatcorresponds with short durations during which the vehicle is in the offstate (e.g., while refueling the vehicle, during a quick errand, etc.).For example, if the time period during which the tally data does notexceed a threshold duration, that set of tally data is discarded fromsubsequently analysis of energy consumption. The activation data of thedata 400 is collected by the gateway module 114 from ECU(s) while thevehicle 100 is in an off state and/or after the vehicle 100 awakens froman off state. In the illustrated example, the data 400 is arranged in atable in which each row corresponds with a point in time at which thevehicle is in an off state. Further, each column corresponds with a typeof activation data that is collected for that point in time. Forexample, a first column identifies a time at which an energy managementsystem of the vehicle 100 is enabled. That is, the first columnidentifies when the vehicle 100 is set in an off state. The secondcolumn identifies when the CAN bus 106 is active, the third columnidentifies when the CAN bus 108 is active, the fourth column identifieswhen the CAN bus 112 is active, the fifth column identifies when the CANbus 110 is active, and the sixth column identifies when the CAN 104awakens from a system sleep mode. The seventh column identifies a timethat the energy management system is disabled. That is, the seventhcolumn identifies a time in which the vehicle 100 transitions to an onstate. Further, the eighth column identifies a cadence at which theenergy management system is enabled.

FIG. 5 depicts other data 500 including activation data of ECU(s) andenergy-consumption data of the battery 148 in the form of log data thatis collected and stored by the gateway module 114. For example, theactivation data of the data 500 is collected by the gateway module 114from ECU(s) while the vehicle 100 is in an off state and/or after thevehicle 100 awakens from an off state. Further, the energy-consumptiondata of the data 500 is collected from the body control module 116 whilethe vehicle 100 is in an off state and/or after the vehicle 100 awakensfrom an off state. In the illustrated example, the data 500 is arrangedin a table in which each row corresponds with an event that activates anECU and/or keeps an ECU active while the vehicle is in an off state.Further, each column corresponds with a type of activation data and/orenergy consumption event that is collected for each event. For example,a first column identifies an event ID (e.g., a “network sleep” event, a“wake” event, a “wake confirmed” event for which an ECU self-identifiedwith high confidence that it woke the network, etc.), a second columnidentifies a time (e.g., a timestamp) corresponding with the event, athird column an energy consumption measurement (e.g., in Amp-Hours, as astate-of-charge) measured by the battery management system 138 thatcorresponds with the event, a fourth column identifies a cadence (e.g.,a cadence identifier) corresponding with the event, a fifth columnidentifies the ECU corresponding with the event, and a sixth columnidentifies a cause of the event occurring (e.g., the keypad 152receiving a code, the proximity sensor 154 detecting a user for ahands-free system, etc.).

FIG. 6 is a flowchart of an example method 600 to collect activation andenergy-consumption data when a vehicle is in an off state. The flowchartof FIG. 6 is representative of machine readable instructions that arestored in memory and include one or more programs that are executed by aprocessor.

The processor may be any suitable processing device or set of processingdevices such as, but not limited to, a microprocessor, amicrocontroller-based platform, an integrated circuit, one or more fieldprogrammable gate arrays (FPGAs), and/or one or moreapplication-specific integrated circuits (ASICs). The memory may bevolatile memory (e.g., RAM including non-volatile RAM, magnetic RAM,ferroelectric RAM, etc.), non-volatile memory (e.g., disk memory, FLASHmemory, EPROMs, EEPROMs, memristor-based non-volatile solid-statememory, etc.), unalterable memory (e.g., EPROMs), read-only memory,and/or high-capacity storage devices (e.g., hard drives, solid statedrives, etc.). In some examples, the memory includes multiple kinds ofmemory, particularly volatile memory and non-volatile memory.

The memory is computer readable media on which one or more sets ofinstructions, such as the software for operating the methods of thepresent disclosure, can be embedded. The instructions may embody one ormore of the methods or logic as described herein. For example, theinstructions reside completely, or at least partially, within any one ormore of the memory, the computer readable medium, and/or within theprocessor during execution of the instructions.

The terms “non-transitory computer-readable medium” and“computer-readable medium” include a single medium or multiple media,such as a centralized or distributed database, and/or associated cachesand servers that store one or more sets of instructions. Further, theterms “non-transitory computer-readable medium” and “computer-readablemedium” include any tangible medium that is capable of storing, encodingor carrying a set of instructions for execution by a processor or thatcause a system to perform any one or more of the methods or operationsdisclosed herein. As used herein, the term “computer readable medium” isexpressly defined to include any type of computer readable storagedevice and/or storage disk and to exclude propagating signals.

While the example program is described with reference to the flowchartillustrated in FIG. 6, many other methods may alternatively be used. Forexample, the order of execution of the blocks may be rearranged,changed, eliminated, and/or combined to perform the method 600. Further,because the method 600 is disclosed in connection with the components ofFIGS. 1-5, some functions of those components will not be described indetail below.

Initially, at block 602, the gateway module 114 determines whether theignition and the remote start system of the vehicle 100 are in an offstate. In response to determining that the ignition and the remote startsystem are off, the method 600 proceeds to block 604 at which thegateway module 114 determines whether one or more of the ECUs of thevehicle 100 are in an active mode. In response to the gateway module 114determining that none of the ECUs are in a CAN active mode, the method600 proceeds to block 606.

At block 606, the gateway module 114 determines whether all of the ECUshave been in a respective ECU sleep mode for a predetermined period oftime. In response to the gateway module 114 determining that not all ofthe ECUs have been in a respective ECU sleep mode for the predeterminedperiod of time, the method 600 returns to block 602. Otherwise, inresponse to the gateway module 114 determining that all of the ECUs havebeen in a respective ECU sleep mode for the predetermined period oftime, the method 600 proceeds to block 608 at which the gateway module114 sets itself in a system sleep mode. Upon completing block 608, themethod 600 returns to block 602.

Returning to block 604, in response to the gateway module 114determining that at least one of the ECUs is in an ECU active mode, themethod 600 proceeds to block 610. At block 610, the ECU(s) that areactive identify corresponding activation data that identifies a causefor being active while the vehicle 100 is in an off state. At block 612,the ECU(s) that are active include the activation data in correspondingnetwork management message(s). At block 614, the ECU(s) that are activesend the corresponding network management message(s) to the gatewaymodule 114 via one or more of the CAN buses 106, 108, 110, 112. At block616, upon receiving one or more network management message, the gatewaymodule 114 wakes itself into and/or remains in a system active mode. Atblock 616, the body control module 116 collects energy consumptionmeasurements of the battery 148 via the battery management system 138.At block 620, the body control module 116 sends the energy consumptionmeasurements to the gateway module 114 via the CAN bus 106 and/or theLIN 146. At block 622, the gateway module 114 stores and correlates thecollected activation data and the collected energy-consumption data tofacilitate a technician in later identifying a battery drain source.Upon completing block 622, the method returns to block 602.

At block 602, the method 600 proceeds to block 624 in response to thegateway module 114 determining that the ignition and the remote startsystem are not off. At block 624, when the vehicle 100 is in an onstate, the communication module 124 sends the correlated data to aremote server to facilitate a technician in later identifying a batterydrain source from a remote location. At block 626, when the vehicle 100is in an on state, the gateway module 114 identifies, based on thecorrelated data, which, if any, of the ECUs is a battery drain sourcewhen the vehicle is in an off state. At block 628, the gateway module114 emits an alert that identifies which, if any, of the ECUs is abattery drain source.

In this application, the use of the disjunctive is intended to includethe conjunctive. The use of definite or indefinite articles is notintended to indicate cardinality. In particular, a reference to “the”object or “a” and “an” object is intended to denote also one of apossible plurality of such objects. Further, the conjunction “or” may beused to convey features that are simultaneously present instead ofmutually exclusive alternatives. In other words, the conjunction “or”should be understood to include “and/or”. The terms “includes,”“including,” and “include” are inclusive and have the same scope as“comprises,” “comprising,” and “comprise” respectively. Additionally, asused herein, the terms “module” and “unit” refer to hardware withcircuitry to provide communication, control and/or monitoringcapabilities. A “module” and a “unit” may also include firmware thatexecutes on the circuitry.

The above-described embodiments, and particularly any “preferred”embodiments, are possible examples of implementations and merely setforth for a clear understanding of the principles of the invention. Manyvariations and modifications may be made to the above-describedembodiment(s) without substantially departing from the spirit andprinciples of the techniques described herein. All modifications areintended to be included herein within the scope of this disclosure andprotected by the following claims.

What is claimed is:
 1. A vehicle comprising: a controller area network(CAN) including CAN buses; a gateway module; and electronic controlunits (ECUs) that are each connected to one of the CAN buses, wherein,upon activating while the vehicle is in an off state, a first of theECUs sends a message via a corresponding one of the CAN buses toactivate the gateway module, the message includes activation data andthe gateway module stores the activation data.
 2. The vehicle of claim1, wherein the activation data identifies a cause of the first of theECUs being active while the vehicle is in the off state.
 3. The vehicleof claim 1, wherein the activation data stored by the gateway moduleincludes a module ID, an event ID, an event time, and an event cause. 4.The vehicle of claim 3, wherein the event time includes a timestamp. 5.The vehicle of claim 3, wherein the event time includes a cadenceidentifier.
 6. The vehicle of claim 1, wherein the gateway module is ina system sleep mode when the vehicle is in the off state and each of theECUs connected to the CAN is in a respective ECU sleep mode.
 7. Thevehicle of claim 6, wherein the gateway module wakes up from the systemsleep mode into a system active mode in response to one of the ECUsconnected to the first of CAN buses activating.
 8. The vehicle of claim6, wherein a first of the CAN buses becomes inactive when the vehicle isin the off state and each of the ECUs connected to the first of the CANbuses has been in the respective ECU sleep mode for at least apredetermined period of time.
 9. The vehicle of claim 6, furtherincluding an ignition switch and a remote start system, wherein thevehicle is in the off state when the ignition switch is not in an onposition or a start position and the remote start system is inactive.10. The vehicle of claim 9, further including an ignition control unitthat detects a position of the ignition switch.
 11. The vehicle of claim1, further including a battery, wherein the ECUs include a body controlmodule (BCM) configured to collect energy consumption measurements ofthe battery when the vehicle is in the off state, wherein the gatewaymodule stores the energy consumption measurements.
 12. The vehicle ofclaim 11, further including a battery management system connected to theBCM, wherein the battery management system includes a battery sensorthat is configured to measure the energy consumption measurements of thebattery.
 13. The vehicle of claim 12, wherein the gateway modulecollects the energy consumption measurements of the battery via the BCMand one of the CAN buses to which the BCM is connected when thecorresponding one of the CAN buses is active.
 14. The vehicle of claim12, further including a local area network (LIN) that connects the BCMto the gateway module, wherein the gateway module is configured tocollect the energy consumption measurements of the battery via the BCMand the LIN when the one of the CAN buses connected to the BCM is activeor inactive.
 15. The vehicle of claim 11, wherein the gateway modulecorrelates the activation data and the energy consumption measurementsto facilitate identification of at least one of the ECUs that isconsuming a most amount of energy of the battery when the vehicle is inthe off state.
 16. The vehicle of claim 11, wherein the gateway moduleis configured to send the activation data and the energy consumptionmeasurements to a remote server via a communication module when thevehicle is in an on state.
 17. The vehicle of claim 11, wherein, thegateway module is configured to determine, based on the activation dataand the energy consumption measurements, which of the ECUs is consuminga most amount of the battery when the vehicle is in the off state. 18.The vehicle of claim 17, wherein, in response to determining that atleast one of the ECUs is draining the battery, the gateway modulepresents an alert to a user via an interface module when the vehicle isin an on state.
 19. The vehicle of claim 1, wherein each of the ECUs isconfigured to: store the corresponding activation data when the vehicleis in the off state; and send the corresponding activation data when thevehicle is in an on state.
 20. A method for a vehicle includingelectronic control units (ECUs) and controller area network (CAN) buses,the method comprising: sending, via the ECUs, messages to a gatewaymodule when the ECUs are active and the vehicle is in an off state, themessages include activation data; activating the CAN buses connected tothe ECUs responsive to the ECUs activating; and storing the activationdata via the gateway module to monitor activity of the CAN buses.